High compression boosting and water generation

ABSTRACT

A method and system for condensing water for injection into an internal combustion engine to increase the engine&#39;s fuel economy and performance while reducing emissions. A volume of ambient air is drawn through an intake valve into a sealable chamber. The intake valve is closed and the ambient air compressed within the sealed sealable chamber and thereafter vented through an exit valve to be contained in a cooling section. The cooling section comprises a port and a cooling device. The cooling device, which in one embodiment comprises a refrigeration unit, cools the ambient air contained within the cooling channel to condense water vapor present in the ambient air into liquid water. The liquid water is drained from the cooling channel through the port and collected in a reservoir. Liquid water from the reservoir is then injected into at least one combustion chamber of the internal combustion engine.

FIELD OF THE DISCLOSURE

This patent application relates to methods and systems for condensingwater from ambient air and then injecting it into an internal combustionengine to effect improvements in engine performance, and, moreparticularly, to methods and systems for capturing quantities of airduring the operation of the internal combustion engine, compressing themwithin a sealed chamber such as a piston-in-cylinder assembly, and thencooling each compressed volume of ambient air to condense water vaporcontained therein into liquid form for injection into the combustionchambers of the internal combustion engine, thereby realizing benefitsincluding increases in fuel economy and reductions in engine emissions.

BACKGROUND OF THE DISCLOSURE

The internal combustion engine revolutionized transportation beginningin the late eighteenth century. Prior to its introduction, mankind hadrelied on the power of various beasts of burden, especially horses, toprovide a mode of powered transportation. Internal combustion enginesserved in large part to power the Industrial Revolution, and theycontinue to almost single-handedly serve as the engines oftransportation and commerce today, as most alternative arrangements forgenerating propulsive power are still not sufficiently practical ormature in their development to be used on a large-scale basis.

Naturally, a powerplant that is so widely employed has seen numerousattempts at improvement as researchers have tried to squeeze moreperformance, such as increases in power and fuel efficiency, out of theubiquitous internal combustion engine while also seeking to reduceenvironmentally detrimental emissions. One prominent solution arrived atby various researchers at different times over the years has been thejudicious introduction or injection of water into the internalcombustion engine. For example, U.S. Pat. No. 9,932,921 to Hoard et al.describes one such method and system whereby water condensed from thecharge air cooler (CAC) can be injected into the engine intake manifoldto suppress engine knock tendency and reduce the production of nitrogenoxides (NOx), and such injection during transient conditions is statedto even remedy a lag in response from the low-pressure exhaust gasrecirculation (LP EGR) system. Hoard implements an algorithm wherebyengine speeds and mean effective pressures have been correlatedgraphically on a “speed-load” map that takes current engine operatingconditions as inputs and determines the optimal vehicle engine locationfor water injection. Hoard also injects water at points upstream of thelow- and high-pressure exhaust gas recirculation (EGR) coolers toachieve a cleaning effect, as well as cause further cooling of the EGRsystem, both conditions which further decrease NOx emissions. However,while Hoard has endeavored to make use of unwanted CAC condensation bycollecting it, storing it, and then injecting it into the engine, thevery reliance upon a CAC as a cool surface upon which unwantedcondensation can form can itself pose problems, including freezingdamage and the reliance upon an unpredictable supply of condensation

Another example of the use of water injection into an internalcombustion engine is disclosed in U.S. Pat. No. 9,874,163 to Hakeem etal. According to Hakeem, engine operating conditions are first measuredor estimated. These conditions can include manifold pressure (MAP),air-fuel ratio (A/F), spark timing, fuel injection amount or timing, anexhaust gas recirculation (EGR) rate, mass air flow (MAF), manifoldcharge temperature (MCT), as well as engine speed or load. When measuredor estimated engine parameters at respective points in the engine exceedspecified threshold values, water injections are triggered to improveengine performance. Examples of conditions prompting water injectioninclude manifold temperature exceeding a specified value or engine knockbeing above a certain threshold. While Hakeem's disclosed system standsready to inject water where and when needed to improve engineperformance, it relies for its water supply upon condensate collectedfrom the engine or vehicle systems, or even condensation from an exhaustgas recirculation system or the vehicle air conditioning system. LikeHoard, Hakeem's reliance upon condensation formed on engine componentsmay lead to an unpredictable water supply. Furthermore, Hakeem'scondensation of water vapor from exhaust gases is highly likely toresult in a condensate contaminated with hydrocarbon combustionby-products that will certainly foul and may even damage critical enginecomponents, thus defeating its stated purpose of improving engineperformance.

It is with respect to this background that the present disclosure isaddressed.

SUMMARY OF THE DISCLOSURE

The present disclosure provides a method and system whereby quantitiesof ambient air are captured during the operation of an internalcombustion engine, then compressed within a sealed chamber such as apiston-in-cylinder assembly, and subsequently cooled to condense watervapor contained therein into liquid form for injection into thecombustion chambers of the internal combustion engine, thereby realizingbenefits including increases in fuel economy and reductions in engineemissions.

In an embodiment of a method in accordance with aspects of thedisclosure, a volume of ambient air is drawn through an intake valveinto a sealable chamber, after which the intake valve is closed to sealthe sealable chamber. The ambient air is then compressed within thesealed sealable chamber, and an exit valve of the sealable chamber isopened to vent the compressed ambient air from the sealable chamber to acooling section. The cooling section comprises a cooling channel and acooling device, wherein the cooling channel comprises a port andcontains the compressed ambient air. The cooling device is used to coolthe ambient air contained within the cooling channel to condense watervapor present in the ambient air into liquid water. The liquid water isdrained from the cooling channel through the port and collected in areservoir. Liquid water from the reservoir is then injected into atleast one combustion chamber of the internal combustion engine toachieve improvements in engine performance.

In an embodiment in accordance with the disclosure, the method furthercomprises introducing the compressed ambient air into at least onecombustion chamber of the internal combustion engine. In a furtherembodiment in accordance with the disclosure, the compressed ambient airis introduced through an intake manifold of the internal combustionengine. In a still further embodiment in accordance with the disclosure,the compressed ambient air is directed through a mixing valve of theintake manifold to be mixed with ambient air.

In an embodiment in accordance with the disclosure, the cooling devicecomprises a refrigeration unit, wherein the refrigeration unit comprisesa refrigerant-conducting refrigerant channel that is disposed proximallyto the cooling channel to remove heat energy from the compressed ambientair.

In an embodiment in accordance with the disclosure, the sealable chambercomprises a piston-in-cylinder assembly, and in a further embodiment inaccordance with the disclosure, the piston-in-cylinder assembly isdriven by a crankshaft of the internal combustion engine.

In an embodiment of a system in accordance with aspects of thedisclosure, a sealable chamber is coupled to the internal combustionengine and configured to draw in and compress a volume of ambient air.The sealable chamber comprises an intake valve, which in an open stateis configured to allow ambient air to be drawn into the sealablechamber, and which in a closed state is configured to seal the ambientair in the sealable chamber. The sealable chamber also comprises an exitvalve, which in a closed state is configured to seal the ambient air inthe sealable chamber, and which in an open state is configured to allowthe compressed ambient air to vent from the sealable chamber. The systemfurther comprises a cooling section configured to receive the compressedambient air vented through the exit valve from the sealable chamber. Thecooling section comprises a cooling channel and a cooling device,wherein the cooling channel comprises a port and contains the compressedambient air. The cooling device is configured to cool the ambient aircontained within the cooling channel to condense water vapor present inthe ambient air into liquid water. A reservoir is connected to the portand configured to collect liquid water drained through the port from thecooling channel. The system further comprises a water injector, whereinthe water injector is configured to inject liquid water from thereservoir into at least one combustion chamber of the internalcombustion engine to achieve improvements in engine performance.

In an embodiment in accordance with the disclosure, the system isfurther configured to introduce the compressed ambient air into at leastone combustion chamber of the internal combustion engine. In a furtherembodiment in accordance with the disclosure, the internal combustionengine further comprises an intake manifold through which the compressedambient air is introduced. In a still further embodiment in accordancewith the disclosure, the compressed ambient air is directed through amixing valve of the intake manifold to be mixed with ambient air.

In an embodiment in accordance with the disclosure, the cooling devicecomprises a refrigeration unit, wherein the refrigeration unit comprisesa refrigerant-conducting refrigerant channel that is disposed proximallyto the cooling channel to remove heat energy from the compressed ambientair.

In an embodiment in accordance with the disclosure, the sealable chambercomprises a piston-in-cylinder assembly, and in a further embodiment inaccordance with the disclosure, the piston-in-cylinder assembly isdriven by a crankshaft of the internal combustion engine.

These and other features, aspects, and advantages can be appreciatedfrom the following description of certain embodiments in accordance withthe present disclosure.

BRIEF DESCRIPTION OF THE DRAWINGS

The accompanying drawing figures illustrate exemplary embodiments andare not intended to be limiting of the present disclosure. Among thedrawing figures, like references are intended to refer to like orcorresponding parts.

FIG. 1 illustrates a schematic representation of an exemplary ambientair condensation and injection-enabled internal combustion engine systemof the present disclosure, wherein the internal combustion engine isshown coupled to a sealable chamber, a cooling section, a reservoir, anda water injector;

FIG. 2 illustrates a flowchart detailing a method according to thepresent disclosure; and

FIG. 3 shows a close-up schematic representation of the ambient aircondensation system of FIG. 1 but modified to include elements of thecooling section within the sealable air compression chamber.

DETAILED DESCRIPTION OF CERTAIN EMBODIMENTS ACCORDING TO THE DISCLOSURE

The present disclosure concerns a method and system for condensing waterfrom ambient air and then injecting it into an internal combustionengine to effect improvements in engine performance.

FIG. 1 shows a schematic representation of an ambient air condensationand injection-enabled internal combustion engine system 100 of thepresent disclosure. Selected purely for illustration purposes and notlimiting of the disclosure, the type of internal combustion engine 102shown in FIG. 1 is an inline-four (I4), or straight-four, internalcombustion four-cylinder engine that has all four cylinders mounted in astraight line, or plane, along the crankcase. While an inline-four isshown and described herein, the present disclosure applies equally toall types, cycles and configurations of internal combustion enginesincluding, without limitation, compression-ignition engines,spark-ignition engines, I6, I8, F4, F6, F8, V4, V6, V8, and V12 engines,etc. The internal combustion engine 102 depicted in FIG. 1 is aconventional, inline-four Otto-cycle spark-ignition internal combustionengine. Coupled to the internal combustion engine 102 is a sealablechamber 104 that is configured to draw in and compress a volume ofambient air during operation of the engine. Raising the pressure of thecaptured ambient air through compression has the advantageous effect ofraising the saturation temperature, or boiling point, of the air. Theresult is that the refrigeration unit of the present disclosure savesmore energy than cooling arrangements of the prior art because it doesnot need to reduce the temperature of the compressed ambient air to theextent that would be required using prior art arrangements to obtaincomparable amounts of condensed water vapor. In an embodiment inaccordance with the disclosure, the sealable chamber 104 comprises apiston-in-cylinder assembly. In a further embodiment in accordance withthe disclosure, the piston-in-cylinder assembly is driven by acrankshaft 106 of the internal combustion engine.

As the internal combustion engine 102 operates in its characteristicreciprocating motion, the sealable chamber 104 draws in a volume ofambient air through an open intake valve 108 of the sealable chamber.Once the piston 110 completes its intake motion, the intake valve 108closes to seal the ambient air in the sealable chamber. The piston 110then executes its compression motion, compressing the ambient air towardthe top of the cylinder 112. After the ambient air has been compressed,an exit valve 114 opens to allow the compressed ambient air to vent fromthe sealable chamber 104. The compressed ambient air is received in acooling section 116. The cooling section 116 comprises a cooling channel118 and a cooling device 120, wherein the cooling channel 118 comprisesa port 122 and contains the compressed ambient air. The cooling device120 is configured to cool the ambient air contained within the coolingchannel 118 to condense water vapor present in the ambient air intoliquid water. A reservoir 124 is connected to the port 122 andconfigured to collect liquid water drained through the port 122 from thecooling channel 118. A water injector 126 is connected to the reservoir124, wherein the water injector 126 comprises at least one pump 128 andat least one water injector channel 130 connected to at least onecombustion chamber 132 of the internal combustion engine 102.

According to an embodiment consistent with the disclosure, thecompressed ambient air contained in the cooling channel 118 can beintroduced into at least one combustion chamber 132 of the internalcombustion engine 102 to realize further improvements in engineperformance. For instance, as shown in FIG. 1, the compressed ambientair is introduced from channel 118 through an intake manifold 134 of theinternal combustion engine 102. In a still further embodiment the intakemanifold 134 can include a mixing valve 136 by which the compressedambient air is mixed with ambient air prior to introduction into the atleast one combustion chamber 132.

One possible embodiment of the cooling device 120 comprises arefrigeration unit that includes a fluid refrigerant-conductingrefrigerant channel 140 that is disposed proximate to the coolingchannel 118 to remove heat energy from the compressed ambient air.Although not shown, it should be understood that the refrigeration unitcan include other components such as pumps for circulating therefrigerant, compressors and other such components that are commonlyfound in fluid circulation and refrigeration devices. Moreover, in somearrangements, the refrigerant fluid that flows through device 120 couldbe refrigeration fluid supplied by a separate system, for instance, thein-vehicle air conditioner system. Other types of fluids can becirculated through the channel 140 for the purposes of cooling thesurrounding components and materials. For example, the refrigerant fluidcould be the engine coolant, the engine lubricant, or more broadly anyfluid (liquid or gas) in the vehicle, or even ambient air.

In addition or alternatively to providing a cooling device having arefrigerant channel 140 proximate to the cooling channel 118, as shownin FIG. 1, the refrigerant channel can be provided at other locationswithin ambient air condensation system 100 of the present disclosure.For example, FIG. 3 is a close-up view of the compression chamber 104,wherein the compression chamber has been modified to include the coolingdevice 320 comprising refrigerant channel 340 located within thecompression chamber 104 to realize further improvements in engineperformance. Tray 342 is positioned relative to the refrigerant channel340 so as to catch condensate accumulating on the outside of therefrigerant channel 340. Condensate is directed via the fluid outletport 322 it to the reservoir 124 (not shown) via the tube extending fromthe port 322 as shown in FIG. 3. Some benefits of moving the coolingdevice inside the piston-cylinder compression chamber apparatus would bepotentially easier packaging, as well as an opportunity for achievinghigher pressure (and thus lower dewpoint of the air). In yet a furtherembodiment, a cooling device 320 can similarly be provided within acombustion chamber.

FIG. 2 is a flowchart detailing a method 200 according to the presentdisclosure. The method begins at step 202 with drawing a volume ofambient air through an intake valve 108 into a sealable chamber 104.Once the intake of ambient air is completed, step 204 of the disclosedmethod entails closing the intake valve 108 to seal the sealablechamber. The ambient air is compressed within the sealed sealablechamber in step 206, and then step 208 opens an exit valve 114 of thesealable chamber 104 to vent the compressed ambient air from thesealable chamber to a cooling section 116, wherein the cooling section116 comprises a cooling channel 118 and a cooling device 120, andwherein the cooling channel 118 comprises a port 122 and contains thecompressed ambient air. Step 210 of the disclosed method proceeds byusing the cooling device 120 to cool the ambient air contained withinthe cooling channel 118 to condense water vapor present in the ambientair into liquid water. The liquid water thus condensed is then drainedfrom the cooling channel 118 in step 212 through the port 122 andcollected in a reservoir 124 connected to the port. Having condensed andcollected a supply of liquid water, step 214 of the disclosed method canproceed by injecting liquid water from the reservoir 124 into at leastone combustion chamber 132 of the internal combustion engine 102.

According to an embodiment consistent with the disclosure, the methodfurther comprises introducing the compressed ambient air into at leastone combustion chamber 132 of the internal combustion engine 102.According to a further embodiment consistent with the disclosure, thecompressed ambient air is introduced through an intake manifold 134 ofthe internal combustion engine 102, and according to a still furtherembodiment the compressed ambient air is directed through a mixing valve136 of the intake manifold 134 to be mixed with ambient air.

The present disclosure has been described with reference to theaccompanying drawings, which form a part hereof, and which show, by wayof illustration, example implementations and/or embodiments. As such,the figures and examples above are not meant to limit the scope of thepresent application to a single implementation, as other implementationsare possible by way of interchange of some or all of the described orillustrated elements, without departing from the spirit of the presentdisclosure. Among other things, for example, the disclosed subjectmatter can be embodied as methods, devices, components, or systems.

Moreover, where certain elements of the present application can bepartially or fully implemented using known components, only thoseportions of such known components that are necessary for anunderstanding of the present application are described, and detaileddescriptions of other portions of such known components are omitted soas not to obscure the application. In the present specification, animplementation showing a singular component should not necessarily belimited to other implementations including a plurality of the samecomponent, and vice-versa, unless explicitly stated otherwise herein.Moreover, applicants do not intend for any term in the specification orclaims to be ascribed an uncommon or special meaning unless explicitlyset forth as such. Further, the present application encompasses presentand future known equivalents to the known components referred to hereinby way of illustration.

Furthermore, it is recognized that terms used herein can have nuancedmeanings that are suggested or implied in context beyond an explicitlystated meaning. Likewise, the phrase “in one embodiment” as used hereindoes not necessarily refer to the same embodiment and the phrase “inanother embodiment” as used herein does not necessarily refer to adifferent embodiment. It is intended, for example, that claimed subjectmatter can be based upon combinations of individual example embodiments,or combinations of parts of individual example embodiments.

The foregoing description of the specific implementations will so fullyreveal the general nature of the application that others can, byapplying knowledge within the skill of the relevant art(s) (includingthe contents of the documents cited and incorporated by referenceherein), readily modify and/or adapt for various applications suchspecific implementations, without undue experimentation, withoutdeparting from the general concept of the present application. Suchadaptations and modifications are therefore intended to be within themeaning and range of equivalents of the disclosed implementations, basedon the teaching and guidance presented herein. It is to be understoodthat the phraseology or terminology herein is for the purpose ofdescription and not of limitation, such that the terminology orphraseology of the present specification is to be interpreted by theskilled artisan in light of the teachings and guidance presented herein,in combination with the knowledge of one skilled in the relevant art(s).It is to be understood that dimensions discussed or shown of drawingsare shown accordingly to one example and other dimensions can be usedwithout departing from the present disclosure.

While various implementations of the present application have beendescribed above, it should be understood that they have been presentedby way of example, and not limitation. It would be apparent to oneskilled in the relevant art(s) that various changes in form and detailcould be made therein without departing from the spirit and scope of thedisclosure. Thus, the present disclosure should not be limited by any ofthe above-described example implementations, and the invention is to beunderstood as being defined by the recitations in the claims whichfollow and structural and functional equivalents of the features andsteps in those recitations.

What is claimed:
 1. A method for condensing water for injection into aninternal combustion engine to increase the engine's fuel economy andperformance while reducing emissions, the method comprising: drawing avolume of ambient air through an intake valve into a sealable chamber;closing the intake valve to seal the sealable chamber; compressing theambient air within the sealed sealable chamber; opening an exit valve ofthe sealable chamber to vent the compressed ambient air from thesealable chamber to a cooling section, wherein the cooling sectioncomprises: a cooling channel comprising a port and containing thecompressed ambient air; and a cooling device; using the cooling deviceto cool the ambient air contained within the cooling channel to condensewater vapor present in the ambient air into liquid water; draining theliquid water from the cooling channel through the port for collection ina reservoir connected to the port; and injecting liquid water from thereservoir into at least one combustion chamber of the internalcombustion engine.
 2. The method as in claim 1, further comprisingintroducing the compressed ambient air into at least one combustionchamber of the internal combustion engine.
 3. The method as in claim 2,wherein the compressed ambient air is introduced through an intakemanifold of the internal combustion engine.
 4. The method as in claim 3,wherein the compressed ambient air is directed through a mixing valve ofthe intake manifold to be mixed with ambient air.
 5. The method as inclaim 1, wherein the cooling device comprises a refrigeration unit, therefrigeration unit comprising a refrigerant-conducting refrigerantchannel that is disposed proximally to the cooling channel to removeheat energy from the compressed ambient air.
 6. The method as in claim1, wherein the sealable chamber comprises a piston-in-cylinder assembly.7. The method as in claim 6, wherein the piston-in-cylinder assembly isdriven by a crankshaft of the internal combustion engine.
 8. A systemfor condensing water for injection into an internal combustion engine toincrease the engine's fuel economy and performance while reducingemissions, the system comprising: a sealable chamber coupled to theinternal combustion engine and configured to draw in and compress avolume of ambient air, the sealable chamber comprising: an intake valve,which in an open state is configured to allow ambient air to be drawninto the sealable chamber, and which in a closed state is configured toseal the ambient air in the sealable chamber; an exit valve, which in aclosed state is configured to seal the ambient air in the sealablechamber, and which in an open state is configured to allow thecompressed ambient air to vent from the sealable chamber; a coolingsection configured to receive the compressed ambient air vented throughthe exit valve from the sealable chamber, wherein the cooling sectioncomprises: a cooling channel comprising a port and containing thecompressed ambient air; and a cooling device configured to cool theambient air contained within the cooling channel to condense water vaporpresent in the ambient air into liquid water; a reservoir connected tothe port and configured to collect liquid water drained through the portfrom the cooling channel; and a water injector configured to injectliquid water from the reservoir into at least one combustion chamber ofthe internal combustion engine.
 9. The system as in claim 8, furtherconfigured to introduce the compressed ambient air into at least onecombustion chamber of the internal combustion engine.
 10. The system asin claim 9, wherein the internal combustion engine further comprises anintake manifold through which the compressed ambient air is introduced.11. The system as in claim 10, wherein the compressed ambient air isdirected through a mixing valve of the intake manifold to be mixed withambient air.
 12. The system as in claim 8, wherein the cooling devicecomprises a refrigeration unit, the refrigeration unit comprising arefrigerant-conducting refrigerant channel that is disposed proximallyto the cooling channel to remove heat energy from the compressed ambientair.
 13. The system as in claim 8, wherein the sealable chambercomprises a piston-in-cylinder assembly.
 14. The system as in claim 13,wherein the piston-in-cylinder assembly is driven by a crankshaft of theinternal combustion engine.